CN101178034A - Apparent torque reserve at idle for direct injected engines - Google Patents
Apparent torque reserve at idle for direct injected engines Download PDFInfo
- Publication number
- CN101178034A CN101178034A CNA200710182134XA CN200710182134A CN101178034A CN 101178034 A CN101178034 A CN 101178034A CN A200710182134X A CNA200710182134X A CN A200710182134XA CN 200710182134 A CN200710182134 A CN 200710182134A CN 101178034 A CN101178034 A CN 101178034A
- Authority
- CN
- China
- Prior art keywords
- fuel
- speed
- speed command
- command fuel
- burn cycle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
- F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/08—Introducing corrections for particular operating conditions for idling
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Abstract
A fuel injection system for a direct fuel injection (DFI) engine is provided. The system includes: an injection mode module which selects a fuel injection mode to be one of a single injection mode and a dual injection mode during DFI engine idle operation based on a torque request; and a fuel injection command module that commands fuel injection events based on a crankshaft position and the fuel injection mode.
Description
Technical field
The present invention relates to a kind of system and method that is used for direct fuel injected engine.
Background technique
Middle in this section narration only provides with the present invention and discloses relevant background information, and does not constitute prior art.
For quartastroke engine, control enters the fuel of each cylinder and the total amount of air is the key that obtains optimum performance.Suitable intake ﹠ exhaust valves timing also can provide more performance.Conventional motor comprises the camshaft of adjusting the valve timing.Can control the camshaft rotation and guarantee the suitable timing of each valve.In addition, can comprise the cam phaser that can change camshaft location with respect to bent axle, it provides further chance for the appropriate timing of adjusting each valve.
The control of the position of engine internal fuel sparger and fuel injection timing also influences engine performance.Port fuel injection formula motor is provided with fuel injector in each cylinder, it is installed near among the intake manifold of cylinder cap.Can control each sparger individually or in groups near the suction valve burner oil.Spark-ignition direct spray (SIDI) motor is provided with fuel injector on each cylinder cap, this fuel injector directly is installed on the cylinder cap.Control each sparger direct burner oil in cylinder individually.
When the idle running operating mode, no matter be port fuel injection formula motor or SIDI motor, the conventional method of control fuel is deliberately to postpone the spark timing so that the deposit torque to be provided.When requiring to begin torque, spark timing in advance.This allows motor when idle running workload demand (, servosteering " is clamped " input) to be responded.Delay spark during idle running provides suboptimal efficient.
Summary of the invention
Therefore, provide a kind of fuel injection system that direct fuel sprays (DFI) motor that is used for.This system comprises: the jet mode module, and when the DFI race of engine was operated, selecting fuel injection mode according to torque-demand was a kind of pattern in single jet mode and the two jet modes; With fuel jeting instruction (command) module, spray based on crank position and fuel injection mode command fuel.
On the other hand, provide a kind of fuel injection method that direct fuel sprays (DFI) motor that is used for.This method comprises: the operation motor is in idling conditions.When idling conditions: during burn cycle with first rate (rate) command fuel; Receive the demand that improves torque; Be transformed into two jet modes according to demand; And during burn cycle with second speed and third speed command fuel.
Will be easy to be applied to wider scope from the explanation that provides here.Should be appreciated that, illustrate with specific embodiment to be intended to set forth explanation rather than to be used for limiting scope disclosed herein.
Description of drawings
Accompanying drawing as described herein just is used for explaining, rather than limits scope disclosed in this invention.
Fig. 1 is that explanation comprises that direct fuel sprays the theory diagram of the internal-combustion engine system of hardware.
Fig. 2 is the data flowchart of explanation fuel injection system.
Fig. 3 formulates the timing diagram of fuel injection time table when being instruction book jet mode and two jet mode.
Fig. 4 is that the plotted curve to engine speed and fuel flow rate influence is changed in explanation between single jet mode and two jet mode.
Embodiment
In fact, ensuing description is exemplary, must not limit it and disclose, uses or use.For sake of clarity, represent identical parts with identical reference character in the accompanying drawings.The term of employed here module and/or equipment refers to specific integrated circuit (ASIC), electronic circuit, processor (shared, special-purpose or in groups) and storage, carries out one or more softwares or firmware program, combinational logic circuit and/or other provides the suitable parts of functional description.
Referring now to Fig. 1,, engine system 10 comprises motor 12, its combustion air and fuel mix deposits yields driving torque.Air is incorporated among the intake manifold 14 by closure 16.Closure 16 guiding quality air flow to into intake manifold 14.Air distribution among the intake manifold 14 enters cylinder 18.Though only described single cylinder 18 here, can recognize that motor has a plurality of cylinders, and be not limited to 2,3,5,6,8,10,12 and 16 cylinders.
Electronic control fuel injection device 20 is burner oil in cylinder 18.When air enters in the cylinder 18 by suction port, fuel and air mixing.Suction valve 22 selectively opens and closes, and makes air enter cylinder 18.Adjust the position of suction valve by admission cam shaft 24.Air/fuel mixture in the piston (not shown) compression cylinder 18.Spark plug 26 is lighted air/fuel mixture, the piston in the drive cylinder 18.Piston actuated bent axle (not shown) produces driving torque.When outlet valve 30 was shown in an open position, the gas of combustion in the cylinder 18 was discharged by exhaust manifold 28.Adjust exhaust valve positions by exhaust cam shaft 32.In the waste gas system (not shown), handle waste gas then.Though only described single suction valve and outlet valve 22,30, can recognize that motor 12 can comprise a plurality of suction valves and outlet valve 22,30 in each cylinder 18.
Referring now to Fig. 2,, the invention discloses a kind of controlling method and system, it can control the conversion between single dual fuel injection pattern when the idle running operating mode.Data flowchart has shown the various embodiments of the fuel injection system that is embedded in the control module 36.The various embodiments of fuel injection system of the present invention can comprise any amount of submodule that is embedded in the control module 36.Shown submodule can unite and/or cut apart when the idle running operating mode, is used to control the conversion between single two jet mode equally.
In various embodiments, the control module among Fig. 2 36 comprises jet-type module 50 and fuel jeting instruction module 52.Jet-type module 50 receives the torque request 54 of input.Just as recognized, the input of system can detect from system 10, and other control module (not shown) from system receives, and perhaps other submodule from control module 36 is determined.It is one of single jet mode and two jet modes that jet-type module 50 is selected jet mode 56 according to torque request 54.Fuel jeting instruction module 52 receives the jet mode 56 and the crank position 58 of input.Fuel jeting instruction module 52 is formulated Schedule for fuel injection event, and based on jet mode 56 and crank position 58 command fuel 60.
Referring now to Fig. 3,, shown the time diagram that is used to formulate fuel injection time table of the present invention.When race of engine operating mode, control begins with single jet mode, represents with 100.During single jet mode, in each burn cycle, formulate the discharge time table for each cylinder.If during spinning, require torque to increase, control transitions to two jet modes, represent with 200.During two jet modes, in each burn cycle, formulate two discharge time tables for each cylinder.Need not increase the torque that fuel consumption just can produce increase like this.
More specifically, can be that crank position is formulated the Schedule that fuel sprays by the instruction of crank swing.Crankshaft signal can be interpreted to the position of crank degree.During burn cycle, each chart has been illustrated the crank position of crank degree.Burn cycle comprises the piston of carrying out aspirating stroke and combustion stroke.Three hundred six ten (360) the crank swing places of piston before upper dead center 110 begin aspirating stroke.One hundred eight ten (180) the crank swing places of piston before upper dead center (also referring to lower dead centre (BDC)) 120 stroke that takes fire.At upper dead center or zero (0) crank swing 130 place's piston completion of combustion strokes.The spark ignition of single jet mode 100 and two jet modes 200 all occurs in close upper dead center 140 places of combustion stroke.In one embodiment, igniting occurs between upper dead center ten (10) and zero (0) crank degree before.
When single jet mode 100, in burn cycle, early formulate single discharge time table.The injection that pre-establishes Schedule in burn cycle can be formulated Schedule in any position between 250 before spark ignition (250) and 380 (380) crank degree.Represent that the exemplary range of formulating the supply of fuel Schedule is before the spark ignition between 270 (270) and 330 (330) the crank degree with 150.Under identical condition, single jet mode 100 lacks than the torque that two injections provide, but allows the close minimum best torque (MBT) of spark timing to raise the efficiency.
If require to improve torque, control transitions to two jet modes 200, and each cylinder of each burn cycle instructs twice fuel to spray.First is injected in the burn cycle formulation Schedule early and any position formulation Schedule that can be between 250 before the spark ignition (250) and 380 (380) crank degree.The exemplary range of formulating the first supply of fuel Schedule be before the spark ignition between 270 (270) and 330 (330) crank degree, represent with 160.Yet compare under the operational condition of the same race, the fuel supply total amount reduces.In the exemplary embodiment, the total amount of fuel supply be in the required total amount of fuel of combustion stroke 20 (20) to 90 (90) percent between.
Second fuel is injected in late formulation Schedule in the burn cycle and any position formulation Schedule that can be between zero (0) before the spark ignition and 180 (180) crank degree.The exemplary range of formulating the second supply of fuel Schedule is between spark ignition 20 (20) and 90 (90) the crank degree before, represents with 170.Second sprays the circulate surplus of required fuel of spray combustion.In the exemplary embodiment, total amount be included in the required total amount of fuel of combustion stroke 10 (10) to 80 (80) between.
Referring now to Fig. 4,, plotted curve has been set forth when spraying according to this method control fuel, to the influence of engine speed and fuel economy.Is the engine speed of unit along 300 expressions of y axle with RPM.Is the time of unit along 310 expressions of x axle with the second.Is the fuel flow rate of unit along 320 expressions of y axle with g/s.The double pulsing activity data is 330.Engine speed data is 340.The fuel flow rate data are 350.By data display, when activating two jet mode, engine speed increases, and has compensated the increase of load like this.Fuel flow rate reduces and has improved fuel economy.
Now those skilled in the art can obtain the disclosed herein extensive instruction implemented with variation from previous description.Therefore, though the open text that this paper has described is just relevant with part embodiment, the actual range of this paper should not be confined to this, because, to those skilled in the art, it is conspicuous studying the modification conversion that obtains other from accompanying drawing, specification and claim.
Claims (20)
1. one kind is used for the fuel injection system that direct fuel sprays (DFI) motor, comprising:
The jet mode module, when the DFI race of engine was operated, selecting fuel injection mode according to torque-demand was a kind of pattern in single jet mode and the two jet modes; And
Fuel jeting instruction module is sprayed based on crank position and fuel injection mode command fuel.
2. the system as claimed in claim 1 is characterized in that, fuel jeting instruction module during single jet mode, when crank position during at first prespecified range with the first rate command fuel.
3. the system as claimed in claim 1 is characterized in that, fuel jeting instruction module is during two jet modes, when crankshaft-position signal shows crank position respectively at the second and the 3rd prespecified range, with second speed and third speed command fuel.
4. system as claimed in claim 2 is characterized in that, is requiring spark before near the upper dead center, and first prespecified range is between 250 and 380 crank swings.
5. system as claimed in claim 3 is characterized in that, is requiring spark before near the upper dead center, and second prespecified range is between 250 and 380 crank swings.
6. system as claimed in claim 3 is characterized in that, is requiring spark before near the upper dead center, and the 3rd prespecified range is between zero-sum 180 crank swings.
7. system as claimed in claim 3 is characterized in that, fuel jeting instruction module determines second and third speed according to the total amount of the required fuel of burn cycle, and determines the total amount of required fuel according to engine operational conditions and torque request.
8. system as claimed in claim 3 is characterized in that, second and third speed be that first predetermined percentage is bigger than second predetermined percentage based on first and second predetermined percentage of the total amount of the required fuel of burn cycle.
9. system as claimed in claim 8 is characterized in that, first predetermined percentage total fuel 20 percent and 90 percent between, second predetermined percentage total fuel 80 10 and percent between.
10. one kind is used for the fuel injection method that direct fuel sprays (DFI) motor, comprising:
At idling conditions operation motor; And
When idling conditions:
During burn cycle with the first rate command fuel;
Receive the requirement that improves torque;
Be transformed into two jet modes as requested; And
During burn cycle with second speed and third speed command fuel.
11. method as claimed in claim 10 is characterized in that, based on the position of bent axle, with the first rate command fuel and with second speed and third speed command fuel.
12. method as claimed in claim 11 is characterized in that, the first rate command fuel also is included in during the engine cylinder burn cycle, when crank position is in first prespecified range with the first rate command fuel.
13. method as claimed in claim 11, it is characterized in that, during also being included in the engine cylinder burn cycle with second speed and third speed command fuel, when crank position is in second prespecified range with the second speed command fuel and when crank position is in the 3rd prespecified range with the third speed command fuel.
14. method as claimed in claim 10 is characterized in that, also is included in during single jet mode and the two jet modes, when crank position instruction spark during near upper dead center.
15. the method as claim 10 is characterized in that, also be included in before the upper dead center igniting with the first rate command fuel, when engine crankshaft position is in 250 and 380 crankshaft rotating degree scopes with the first rate command fuel.
16. method as claimed in claim 10 is characterized in that, also be included in before the upper dead center igniting with the second speed command fuel, when engine crankshaft position is in 250 and 380 crankshaft rotating degree scopes with the second speed command fuel; Also be included in before the upper dead center igniting with the third speed command fuel, when engine crankshaft position is in zero-sum 180 crankshaft rotating degree scopes with the third speed command fuel.
17. method as claimed in claim 10 is characterized in that, with the predetermined percentage of the second speed command fuel based on the total amount of the required fuel of burn cycle.
18. method as claimed in claim 17 is characterized in that, with the second speed command fuel based on the required total amount of fuel of burn cycle 20 percent and 90 percent between predetermined percentage.
19. method as claimed in claim 10 is characterized in that, with the predetermined percentage of third speed command fuel based on the total amount of the required fuel of burn cycle.
20. method as claimed in claim 19 is characterized in that, with the third speed command fuel based on the total amount of the required fuel of burn cycle 80 10 and percent between predetermined percentage.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US11/530,678 US7322339B1 (en) | 2006-09-11 | 2006-09-11 | Apparent torque reserve at idle for direct injected engines |
| US11/530678 | 2006-09-11 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101178034A true CN101178034A (en) | 2008-05-14 |
| CN101178034B CN101178034B (en) | 2011-06-08 |
Family
ID=38973809
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN200710182134XA Expired - Fee Related CN101178034B (en) | 2006-09-11 | 2007-09-11 | Apparent torque reserve at idle for direct injected engines |
Country Status (3)
| Country | Link |
|---|---|
| US (1) | US7322339B1 (en) |
| CN (1) | CN101178034B (en) |
| DE (1) | DE102007042119B4 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101818698A (en) * | 2009-02-11 | 2010-09-01 | 通用汽车环球科技运作公司 | Adaptive control of fuel delivery in the direct fuel-injection engine |
| CN102220917A (en) * | 2010-04-13 | 2011-10-19 | 通用汽车环球科技运作有限责任公司 | Dual injection for torque reduction |
| CN109185004A (en) * | 2018-08-22 | 2019-01-11 | 宝鸡吉利发动机有限公司 | The igniter and method of engine |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7599785B2 (en) * | 2007-02-20 | 2009-10-06 | Gm Global Technology Operations, Inc. | Multiple injection blend for direct injected engines |
| US7415348B1 (en) * | 2007-02-20 | 2008-08-19 | Gm Global Technology Operations, Inc. | Multiple injection blend for direct injected engines |
| WO2021126187A1 (en) * | 2019-12-18 | 2021-06-24 | Compagnie Generale Des Etablissements Michelin | Truck tire with stiff outer bead products |
Family Cites Families (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2605055B1 (en) * | 1986-10-08 | 1991-09-27 | Daimler Benz Ag | METHOD FOR DIRECT FUEL INJECTION FOR A DIESEL ENGINE |
| EP0369480A3 (en) * | 1988-11-18 | 1991-01-02 | Toyota Jidosha Kabushiki Kaisha | An internal combustion engine |
| JP2765305B2 (en) * | 1991-10-25 | 1998-06-11 | トヨタ自動車株式会社 | Internal combustion engine |
| JP3209112B2 (en) * | 1996-09-17 | 2001-09-17 | トヨタ自動車株式会社 | Idle speed control device for stratified combustion engine |
| JP3979692B2 (en) * | 1997-01-31 | 2007-09-19 | 株式会社日立製作所 | In-cylinder injection engine control device |
| JP3613018B2 (en) * | 1998-08-06 | 2005-01-26 | マツダ株式会社 | In-cylinder injection engine control device |
| JP3613023B2 (en) * | 1998-08-26 | 2005-01-26 | マツダ株式会社 | In-cylinder injection engine control device |
| JP3855571B2 (en) * | 1999-12-24 | 2006-12-13 | 株式会社豊田自動織機 | Output control method for internal combustion engine |
| DE60140990D1 (en) * | 2000-10-20 | 2010-02-25 | Nissan Motor | Improved engine response to torque request during cold start and warm-up of the catalyst |
| JP3964387B2 (en) * | 2001-05-22 | 2007-08-22 | 株式会社日立製作所 | Control device for compression ignition type internal combustion engine |
| JP2005120942A (en) * | 2003-10-17 | 2005-05-12 | Nissan Motor Co Ltd | Control device for direct injection spark ignition type internal combustion engine |
| DE102004025406B4 (en) * | 2004-05-24 | 2015-11-12 | Volkswagen Ag | Method for injection control of an internal combustion engine and correspondingly designed engine control |
| EP1681452A1 (en) * | 2005-01-13 | 2006-07-19 | Ford Global Technologies, LLC | Internal combustion engine and method for auto-ignition operation of said engine |
-
2006
- 2006-09-11 US US11/530,678 patent/US7322339B1/en not_active Expired - Fee Related
-
2007
- 2007-09-05 DE DE102007042119.4A patent/DE102007042119B4/en not_active Expired - Fee Related
- 2007-09-11 CN CN200710182134XA patent/CN101178034B/en not_active Expired - Fee Related
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101818698A (en) * | 2009-02-11 | 2010-09-01 | 通用汽车环球科技运作公司 | Adaptive control of fuel delivery in the direct fuel-injection engine |
| CN101818698B (en) * | 2009-02-11 | 2013-03-27 | 通用汽车环球科技运作公司 | Adaptive control of fuel delivery in direct injection engines |
| CN102220917A (en) * | 2010-04-13 | 2011-10-19 | 通用汽车环球科技运作有限责任公司 | Dual injection for torque reduction |
| CN102220917B (en) * | 2010-04-13 | 2014-07-09 | 通用汽车环球科技运作有限责任公司 | Dual injection for torque reduction |
| CN109185004A (en) * | 2018-08-22 | 2019-01-11 | 宝鸡吉利发动机有限公司 | The igniter and method of engine |
Also Published As
| Publication number | Publication date |
|---|---|
| CN101178034B (en) | 2011-06-08 |
| DE102007042119B4 (en) | 2016-12-29 |
| DE102007042119A1 (en) | 2008-05-29 |
| US7322339B1 (en) | 2008-01-29 |
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Granted publication date: 20110608 Termination date: 20190911 |